Low-joint-indicating mechanism.



No. 721,933. PATENTED MAR. 3.1903.

0. M. BENNETT. LOW JOINT INDIGATING MECHANISM.

APPLICATION FILED MIA Y 12. .1902. 1

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C. M. BENNETT.

PATENTED MAR. 3, 1903.

LOW JOINT .INDIUATIN G MECHANISM.

APPLICATION FILED MAY 12' 1902.

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No. 721,933. I PATENTED MAR. 3, 1903.

0.1M. BENNETT. LOW JOINT INDIGATING MECHANISM.

APPLIUATION FILED MAY 12' 1902.

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INVENTOR. 6/766 Zea flffiewrie fi BY N 721,933. PATENI'ED MAR. 3, 1903.

0. M. BENNETT.

LOW JOINT INDIGAT-ING MECHANISM. APPLICATION rum) my 12. 1902.

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PATENTED MAR. 3,1903.

0. M. BENNETT. LOW JOINT INDIGATING MECHANISM.

' A PPLIOATION FILED MAY 12. 1902.

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ATTORNEK 'of my apparatus.

NITED STATES- PATENT OFFICE.

CHARLES M. BENNETT, OF ZANESVILLE, OHIO.

LOW-JOlNT-INDICATING MEOHANlSM.

SPECIFICATION forming part of Letters Patent No. 721,933, dated March 3,1903.

Application filed May 12, 1902. Serial No. 106.918. (No model.!

To to whom it may concern.-

Be it known that I, CHARLES M. BENNETT, a citizen of the United States,residing at Zanesville, in the county of Muskingum and State of Ohio,have invented a certain new and useful Improvement inLow-Joint-Indicating Mechanism, of which the following is aspecification.

My invention relates to the improvement of railway-track-inspectionapparatus of that class which is adapted to be used on or in connectionwith a railway-car for indicating the condition of the track over whichsaid car passes.

The objects of my invention are to provide an improved apparatus inconnection with a railwaycar with means for automatically marking thelow joints of track-rails, to provide improved means in conjunctiontherewith for producing a record in duplicate of the low joints of bothrails over which the car travels and at the same time to indicate thenum ber of lowjoints, and to produce other improvements, the details ofconstruction of which will be more fully pointed out hereinafter. TheseobjectsI accomplish in the manner illustrated in the accompanyingdrawings, in which-- Figure 1 is a side elevation of a portion of a car,showing a portion of my improvement in connection therewith. Fig. 2 is arear end view of a portion of a car, showing my improved track markingapparatus thereon. Fig. 3 is a view in elevation of the valve mechanismwhich I em ployin connection with a track-marker. Fig. 4 is a centralvertical section of said valve-casing and mechanism. Fig. 5 is a sideelevation of the recording device. Fig. 6 is a detail view in elevationof the electric device for controlling the operation of therecording-pencil. Fig. 7 is a plan view of the recording device. Fig. 8is an enlarged transverse section of one of the paperrolls. Fig. 9 is aside elevation of the same. Fig. 10 is a sectional view on line a: :0 ofFig. 7. Fig. 11 is a diagram illustrating the electric-circuitconnections with the various parts Fig. 12 is a central longitudinalsection through the tank or cylinder from which the track-markingmaterial is discharged. Fig. 13 is a detail view in perspective of oneof the contact-producing attachments of the car-trucks; and Fig. 14 is atransverse section through the lower port-ion of the valve mechanism,taken on line 3. of Fig. 3.

Similar numerals refer to similar parts throughout the several views.

In carrying out my invention I provide on opposite sides of arailway-car 1 and on the outer side of the truck-wheels ahorizontallydisposed beam 2, each of these beams having connections atits ends with the boxings 3 of the end wheels of the truck through themedium of suitable standards or arms 4. With the center box 3 of thecenter truck-wheel is connected an upwardly-extending bar or arm 5, theforwardly-extending and downturned end portion 5 of which looselyembraces the upper portion of the beam 2 at the center of its length.Secured to the outer side of the beam 2 at one side of the bar 5 is anon-conducting block 6, from which project in the direction of thelength of said beam metallic contact-strips 7 and 8, the latter arrangedabove the former in the manner indicated more clearly in Fig. 13 of thedrawings. The lower strip 7 is of greater length than the upper stripand has its extended portion engaging the under side of an angularstop-plate 9, the upwardly-extending portion of which is adjustablevertically on the beam 2 by means of a set-screw 10, which passesthrough a vertically-slotted opening in said plate 9. Connected witheach of the contact-strips 7 and 8 are the ends of wires 11 and 12.

Supported from and beneath the rear platform 1 of the car is ahorizontally-disposed cylindrical tank 13. This tank, as indicated moreclearly in Fig. 12 of the drawings, has leading therein through itsupper side and near one end a pipe 14:, which at its lower end isprovided with a horizontal arm 14, extending on the inner side of thetank and preferably near the bottom thereof, said. pipe-arm being closedat its outer end and provided at intervals on its under side withperforations 7 14: The outwardly-projecting upper end portion of thispipe 14 is adapted to be connected with one of the train air-pipes 15.Leading into the upper side of the tank or cylinder 13 is a feed-pipe16, which, if desired, may pass upward through the platform l of the carand receive the reduced end of afunnel17. At each end of the tank and inthe lower portion thereof I provide outwardlyextending pipe-arms 18.Each of these pipes 18 is coupled with a pipe-arm 19, (see Fig. 4,)which extends outwardly from and communicates with the hollow interiorof an enlargement 20 of a vertical valve-casing section 21. Between theends of the pipe-arms 18 and 19 is clamped the laterally-extending endflange 22 of a horizontal valve-seat body 23, the body of saidvalve-seat extending within the pipearm 18 and being of less diameterthan the latter. This substantiallycup-shaped valveseat body 23 has itswalls perforated at intervals,as indicated at 24. Extending through thevalve-seat body 23 and leading into the pipe-arm 19 is a fixedhorizontal sliding valvepin 25, the inner end portion of which isprovided with guide projections 25. Carried on the pin 25 is a valve 26,which is adapted when said pin is moved outward to close the entrance tothe valve-seat body 23 and cut 0% communication between the pipe-arms l8and 19. The valve 26is normally held open, however, by means of a coiledspring 27, which surrounds the reduced portion of the pin and extendsbetween the valve and the end of the tubular seat-body 23. Thevalve-casing or pipe-section 21 is formed hollow and comprises an upperchamber 28, which through a com parativelysmall central passage 29,whichleads from the lower end thereof, communicates with a chamber30 in thatportion of the valve-casing body which is opposite the arm 19 andwhichis provided with the hollow external enlargement 20. The chamber 30communicates with the circular passage 20 of the enlargement 20 throughthe medium of aport 31. As shown in Fig. 14 of the drawiugs, the chamber30 is also provided with a horizontal tubular outlet, which is indicatedat 32, this outlet connecting through a comparatively small pipe 32, asshown in Fig. 2, with the tank or cylinder 13. The lower portion of thechamber 30 is reduced, as indicated at 30, at the point where itconnects with a cylindrical downward extension 32 of the valve-casingbody 21. The reduced outlet 30 of the chamber 30 is normally closed by aball-valve 33, which is suitably supported in a seat 34, supported abovethe enlarged upper end portion of a tubular plunger 35, which isarranged to slide vertically within the cylindrical extension 32. Aboutthis tubular plunger is a coiled spring 36, which bears between thelower end of the extension 32 and the under side of the upper enlargedhead portion of the plunger 35. From the lower end of the cylindricalextension 32 extends downward and thence outward a curved tube or nozzle37, the latter preferably having a reduced end portion, as indicated at38 in Fig. 3. Leading laterally into the chamber 28 is a pipe 39, thelatter connecting at its remaining end with one of the train air-pipeswhich forms in the ordinary manner a part of the air-brake system andwhich normally contains air under pressure. Connected with the upper endof the valve-casing section 21 is an upwardly-extending cylindrical body40, within which is adapted to tit and slide a piston 41, the centralstem or rod 41 of which extends downward through a central opening inthe bottom of the cylinder 41 into the chamber 28 and carries on itslower end a Valve 42, the latter normally closing the passage 29 throughpressure of a spring 43, which is arranged between the upper side of thepiston 41 and a tubular cylinder-plug 44, which is secured to the headof said cylinder 40. The lower end of said cylinder 40 has formedtherethrough on opposite sides of its central piston-rod opening ports45, which serve at all times to connect the upper end of the chamber 28and lower end of the cylinder 40. The piston 41 is prevented fromcutting off this communication by seating upon the bottom of itscontaining-cylinder, owing to the employment of a flange 46 on the rod41 beneath said piston. The piston-body is also provided with smallvertical passages or ports 47, which pass vertically therethrough.Through the medium of a pipe or tube section 48 the upper end of thetubular plug 44 is connected with the lower reduced outlet of acylindrical body 49, the upper end of which is provided with a plug 50,having a small central passage therethrough, said plug being formed, asindicated, with oppositely-projecting arms 51, above which it terminatesin a short nozzlelike extension 52. Fitting over this terminating nozzleis the lower cap-like termination 53 of an upwardly-extending rod 54, onwhich, as indicated in Fig. 3, is carried a horizontal armature-bar 55.The lower cap termination 53 of the rod 44 has that portion whichnormally surrounds the nozzle extension 52 of the plug 50 formed withsmall ports or openings 56. Rising from the outwardly-extendingplug-arms 51 are vertical rods or bolts 57, upon the upper ends of whichis supported horizontally a bar 58, through the central portion of whichthe pin 54 passes loosely and through which also pass looselydownwardly-extending guide-pins 59 of the armature-bar 55. the rod 54 isnormally held in its lower closed position through the medium of aspring 60, which is mounted upon said cap and extends between the latterand the bar 58. Suitably supported from and above said bar 58 and abovethe armature-bar is an electromagnet comprising magnet-spools 61, fromwhich lead wires, hereinafter referred to. Suitably supported within thecar is an oblong frame 64, which is provided with a horizontal top plate65. (See Figs. 5 and 10.) Between end extensions of the upper horizontalside bars 64 of the frame 64 are journaled one in front of the otherguide rollers 66, 67, and 68. Journaled between the rear standards ofthe frame 64, in the lower portion thereof, are the end spindles of apaper-carrying roll 69, on

The cap termination 53 of.

which is mounted a roll of paper 70. Journaled at a higher point in therear framework and below the top plate is a second roll of paper 71, andjournaled at a point between the upper and lower paper-rolls is a rollof carbon or reproducing paper 72. The paper from the roll 71 runsrearward and over the guideroller 68, thence forward over'the upper sideof the top plate 65, running at the forward end portion of the machineover a transverse roller of rubber or similar material 73, the latterbeing carried on a shaft 74, journaled between rear side frame-standards64 From the roller 73 the paper strip 71 runs onto a receiving-shaft 75,journaled in the forward and lower portion of the frame 64. The strip ofpaper runs rearward and over the outer guide-roller 66, thence forwardover the top plate 65, and above the roller 73 to a paperreceiving shaft76, which is journaled in the upper and rear portion of the frame 64. Astrip of carbon-paper from the roll 72 also runs rearwardly from saidroll and over the central guide-roller 67, thence forward between thepaper strips 70 and 71 to a carbonpaper-receiving shaft 77, which isjournaled in the framework between the shafts 75 and 76. and paralleltherewith is arranged an upper feed and guide roller 78, the latterhaving its central shaft 79 journaled at its ends in angularbracket-arms 80, the downturned end of each of which is pivotallyconnected with one of the upper frame-bars 64*. The rear end of each ofthe bracket-arms 80 has passing through a threaded opening therein ascrew 81, which rises from the adjoining side frame-bar 64 and which isprovided on its upper end with an adjusting-nut 82. The upper feed andguide roll 78, which is also of rubber, is adapted to press the stripsof paper 70, 71, and 72 into feeding contact with the roll 73. Journaledin the lower portions of the forward standards 64 is a shaft 83, thelatter carrying on one end a belt or pulley wheel 84 and on itsremaining end a similar belt or pulley wheel 85. The wheel 85 isconnected with a wheel 86, carried on one end of the shaft 74 by a beltor other suitable connection 87. Upon an extension of the shaft 74 iscarried a wheel 88, having a plurality of grooves, in one groove ofwhich runs a cord or belt 89, which also runs to a pulley or wheel onone end of the shaft 75. In another of the grooves in the wheel 88 runsa cord or belt 91, which runs over a pulley or wheel 92 on one end ofthe shaft 77, and in an inner groove of said wheel 88 runs a belt orcord 93, which also runs over a pulley 94 on the end of the shaft 76.The wheel 84 on the shaft 83 is connected through a cord or V belt 95with a grooved wheel 96 on one of the extension of the shaft or roll onwhich the paper strip 7 2 is wound may be carried a suit- Above thefeeding and guide roller 73' able winding crank-handle 98. As indicatedin the drawings, I provide for each of the paper-rolls 70 and 71 aspring-wire, which are numbered, respectively, 99 and 100, the free endportion of which is adapted to bear against the periphery of the rolland the remaining ends of these wires being secured, respectively,totransverse frame-rods 101 and 102, said spring-wires exerting abrake-pressure on said rolls.

As indicated at 103, I provide the rear portions of the upper frame-bars64 with a transverse bar, which is preferably hinged to one of saidframe-bars at one end. On this frame-bar I mount separated frames 104and 105, in each of which is contained the spools or coils of anelectromagnet 106. Journaled vertically in front of each pair ofmagnet-spools and in the upper and lower portions of thesupporting-frame thereof is a rod 107, on which is mounted vertically anarmature-bar 108, said armature-bar having an outwardly-extending arm109, having a vertical tubular termination 110. Through this tube ispassed vertically and looselya pencil 111, the point of which is adaptedto bear upon the upper sheet of paper 70, being held in contact with thelatter through a pencil-cap 112 on the upper end of the pencil, which ispressed downward through the medium of springs 113, connecting said capwith the pencil-tube 110. The armature-bar 108 is normally held outwardaway from the cores of the magnets by a spring 108, carried on the rod107 and having one end atfixed to the frame 104 (or and its remainingend connected with said armaturebar.

At a suitable point in the car I support, preferably adjacent to eachother, any suitable well-known construction of electricallyoperatedcounting devices 114 and 115 of that class in which mechanism isprovided for imparting equal movements to indicating-hands, such as areindicated at 116, at each closing of an electric circuit therethrough.

In order to illustrate the electric connection or circuits between thevarious parts of my device, I have shown a diagram of these circuits inFig. 11 of the drawings, and in this diagram for the sake of clearnessin illustration I have indicated the truck contact-strips 7 and 8 by thelaterally-extending lines correspondingly numbered in said view. Fromthe strip 7 the wire 11 runs through a battery 117, thence to one of themagnetspools 61 at the head of the valve mechanism illustrated in Fig.3. From-the remaining one of these spools leads a wire 118, which runsto one post or connecting-point of one of the counters 115 and whichthrough the medium of a wire 119 connects with one of the binding-postsof the electromagnet mounted in the frame 104. The remaining post ofsaid electromagnet is connected through the medium of a wire 120 withthe ICO wire 11. The wire 12, which connects with the truckcontact-strip 8, leads, as shown, to the remaining connecting point orpost of the counter 115. Although I have described the electricconnections for one side of the car only, it will be observed by thediagram that the connections on the opposite side of the car are thesame, with the exception that the wires 119 and 120 on the opposite sideconnect the wires 118 and 11 with the binding-posts of the magnetcontained in the frame 105, and said wires 12 and 118 on said oppositeside connect with the remaining counter 114, while the wires 11 and 118connect with the magnet at the head of the valve mechanism on theopposite end of the tank 13 from that hereinbefore described.

In operation it will be understood that through the connection of theWinding-shafts 75, 77, and 76 with the rotating wheel 88 a comparativelyslow traveling motion is im parted to the paper strips 71, 70, and 72beneath the point of the pencil 111.

The tank or cylinder 13 is designed to contain a suitable quantity ofspotting or marking material, such as liquid whiting, which may be fedinto said tank through the inletpipe 16 and which may be maintained in athoroughly mixed or mingled condition through the action of the airescaping through the openings 14 of the pipe 14. The parts forming thevalve mechanism illustrated in Fig. 4 are normally in the positionindicated in said figure, and this being true it is obvious that thechamber 28, as well as the cylinder and parts 48 and 49, will be chargedwith air under pressure supplied by the pipe 39. Assuming now that thecentral wheel of the truck indicated in Fig. 1 in running over thetrack-rails momentarily drops into the depression produced by a lowjoint of said rails, it will be understood that the contactpoint 5 ofthe bar 5 will by this temporary lowering of said Wheel press the upperstrip 8 into contact with the lower strip 7, thereby closing a circuitthrough the wires 11 and 12, through the magnet-spools 61 at the head ofthe valve mechanism on the corresponding side of the car, and throughthe magnet contained in the frame 104 and the counter 115. Thistemporary closing of said circuit through the magnetspools 61 and theconsequent magnetizing of the cores of said spools results in the upwardmovement of the armature-bar 55 and in the consequent lifting of the cap53 to such height on the upper extension of the plug as to permit theescape of air through the central opening of said plug and out throughthe openings 56 of said cap. By this operation it will be seen that theair-pressure above the piston 41 will be relieved, so that the incomingair-pressure from the pipe 39 will serve to raise said piston, andconsequently raise the valve 42. By

this operation the spotting or marking material, which we will refer toas whiting and which has been previously drawn from the tank l3 throughthe hollow of the enlargement 20 and thence through the port 21 to thechamber 30, will by pressure of the air entering said chamber throughthe passage 29 be forced downward, depressing the ballvalve 33 and itssupporting-tube 35 and permitting the charge of whiting to be forceddownward through said tube 35 and through the discharging-tube 37 andnozzle 38 against the side of the track-rail. Owing to the 10- 4 cationof the valve mechanism beneath the rear platform and in rear of thetrucks, it is obvious that the discharge from the tube 37 will occur ator near the rail-joint to be marked. It will also be seen that theairpressure thus contributed to the chamber 30 and to the hollow orpassage of the enlargement 20 will serve to close the valve 26 againstits seat in the body 23. This operation being accomplished, the wheelshaving passed the low joint and the contact-strips 7 and 8 againseparated, it is obvious that the armature-bar will drop to its normalposition through pressure of the spring 60. The air from the pipe 39,which now is allowed to accumulate in the cylinders 40 and 49 and in thepassages connecting the same, in conjunction with the spring 43 exertssuch downward pressure on the piston 41 as to again close the valve 42to the position indicated in Fig. 4 of the drawings. The connection ofthe chamber 30 with the tank, which is accomplished through the mediumof the outlet 32and tube 32*, (illustrated in Figs. 14 and 2 of thedrawings,) again permits atmospheric pressure in the chamber 30 andallows the spring 37 to open the valve 26 and permit another charge ofwhiting to enter the passage of the enlargement 20 and chamber 30.

The closing of the circuit through the magnet contained in the frame 104results in drawing the armature-bar 108 toward the cores ofsaidmagnetsand in a movement of the pencil on the upper paper stripsufiicient to produce a mark thereon, a number of these marks beingindicated on the paper strip in Fig. 7 of the drawings at 70 Thebreakingof the circuit,however, permits the spring 108 to act in againthrowing the armaturebar 108 outward and causing the pencil to resumeits normal position. It is obvious that where a depression occurs in thetrackrails on the opposite side of the car a corresponding action of thearmature-bar of the magnet contained in the frame will produce acorresponding operation of the pencil of said magnet. As each mile-stoneof the railway-track is passed the end of the mile may be indicated by atransverse line on the upper sheet 70, thus showing by the number ofmarks 70 between these lines the number of low joints encountered ineach mile of travel. It will also be understood that the closing of thecircuit will through the connection hereinbefore described with thecounters 114 and 115 serve to operate said counters in the usual manner,thus providing a register of the total number of low joints passed.

It will be understood that,owing to the fact that an upper and lowerpaper recordingstrip is provided and that a carbon-sheet is providedbetween said recording-strips,the action of the pencil on the upperstrip must result in the production of duplicate copies of the record.

From the construction and operation herein described it will be seenthat means are not only provided for the spotting or marking of lowjoints in railway-track rails, but that a record of the same isautomatically produced which will be of great value in disclosing thecondition of thejoints ofthe trackrails.

Having now fully described my invention, What I claim, and desire tosecure by Letters Patent, is-

1. In alow-joint-indicating mechanism, the combination with a car andwheel-trucks, of contact-strips, and means whereby the depression of awheel of said truck results in said strips contacting, a tank connectedwith the car and having an inlet and outlet, electrically-controlledair-operated discharging mechanism for said tank, and connectionsbetween said discharge-operating mechanism and said contact-stripswhereby the contacting of the latter controls the discharges from saidtank, substantially as specified.

2. In alow-joint-indicating mechanism, the combination with a car andwheel-trucks, of a bar having its movement controlled by the depressionof a car-wheel, contact-strips held adjacent thereto, a tank supportedin connection with the car, and having an outlet, a conducting anddischarging device connecting with said outlet, an air-pipecommunicating with said conductor, a valve mechanism in connection withthe conductor and adapted to be controlled by air from said pipe, anelectromagnet and armature-bar, wires connecting the coils of saidmagnet through a battery with said contact-strips, and means whereby thepressure of air on the valves of said valve mechanism is controlled bythe closing and opening of an electric circuit through said wires,substantially as specified.

3. In alow-joint-indicating mechanism, the combination with a car andits Wheel-trucks, of a tank supported on said car and adapted to containa spotting mixture, said tank having an inlet and outlet, of avalve-controlled mixture-conductor connecting with said tankoutlet, theoutlet portion of said conductor having its valve normally closed, avalve-casing leading from said conductor, a valve normally cutting offcommunication from said valve-casing and conductor, a spring andair-pressed piston connected with said valve and arranged in a cylindercommunicating with said valve-chamber, said piston having air-passagestherethrough, an air-pipe leading into the valve-chamber, a tubularoutlet from said piston-cylinder, a spring-actuated cap normally closingsaid tubular outlet, said cap connecting with an armature-bar, anelectromagnet and wires leading therefrom through a battery, and meansconnected with the car for connecting said wires during the depressionof a Wheel of one of the trucks thereby magnetizing the coils of saidmagnet and lifting said armature-bar and cap, substantially asspecified.

4. The combination with a car and the airpipe system thereof, of a tankto contain a marking fluid, said tank being connected to the air-pipesystem and having a Valve-controlled outlet, a normally open electriccircuit controlling the valve and including normally separated contactmembers, means for contacting said members and closing the circuit toopen the valve by the depression of a carwheel, and means actuated bythe closing of the same circuit to record the number of valve-actuatingoperations.

5. The combination with a car and the air pipe system thereof, of a tankto contain a marking fluid, said tank being connected to the air-pipesystem, a balanced valve included in said connection, and electricalcontrolling means for reducing the pressure at one side of the valve toopen the outlet of the tank by a depression of a car-wheel.

6. The combination with a car and the airpipe system thereof, of a tankto contain a marking fluid, said tank being connected to the air-pipesystem a balanced valve included in said connection,electrically-controlled means for reducing the pressure at one side ofthe valve to open the outlet of the tank, and including an electriccircuit having normally separated contact members, and means forcontacting said members by the depression of the car-wheel.

7. The combination with a car and the airpipe system thereof, of a tankto contain a marking fluid, said tank being connected to the air-pi pesystem, a balanced valve included Y in said connection, means to reducethe pressure at one side of the valve to open the outlet ot the tank,and including an armature and an electromagnet, an electric circuitconnected with the magnet and including normally separated contactmembers, and means to contact said members by the depression of acar-wheel.

8, The combination with acar and the airpipe system thereof, of a tankto contain a marking fluid, said tank being connected to the air-pipesystem, a balanced valve included in said connection and controlling theoutlet of the tank, an electric circuitincluding normally separatedcontact members, means actuated by the electric circuit to reduce thepressure at one side of the balanced valve to open the outlet of thetank, means actuated by the same electric circuit for recording the ofthe magnets and in cooperative relation with the record-strip, meanscontrolled by the armature of the other magnet for reducing the pressureat one side of the balanced valve to open the outlet of the tank, andmeans for contacting the contact members to energize both magnets by thedepression of a car-wheel.

CHARLES M. BENNETT.

In presence of PERRY SMITH, JULIET MCCOY SMITH.

